The Volkswagen Karmann Ghia is a sports car marketed in 2+2 coupe (1955–1974) and convertible (1957–1974) body styles by Volkswagen. Internally designated the Typ 14, the Karmann Ghia combined the chassis and mechanicals of the Type 1 (Beetle) with styling by Italy's Carrozzeria Ghia and hand-built bodywork by German coachbuilding house, Karmann.

From 1962-1969, Volkswagen marketed the Typ 34, with angular bodywork and based on the Type 3 platform and mechanicals.

More than 445,000[3] Karmann Ghias were produced in Germany over the car's production life, not including the Type 34 variant. Karmann Ghia Brazil produced 41,600 Type 34's for South America between 1962 and 1975.

Long noted for its exterior styling, the Karmann Ghia was designed with input from numerous individuals at Carrozzeria Ghia and was strongly influenced by Virgil Exner's work, though all of its designers passed without a definitive individual styling attribution.

American industrial designer Walter Dorwin Teague included the Type 14 Karmann Ghia in his list of the world's most beautifully designed products.[4]

Contents

Three companies and numerous individuals came together in the history of the Karmann Ghia. In the early 1950s, Volkswagen was producing its Volkswagen Beetle, and as postwar standards of living increased, executives at Volkswagen were at least receptive adding a halo model to its range, if not proactive. Luigi Segre was committed to expanding the international reputation of Carrozzeria Ghia. And Wilhelm Karmann had taken over his family coachbuilding firm Karmann and was eager to augment his contracts building Volkswagen's convertible models.

Wilhelm Karmann and Luigi Segre often encountered each other at international automobile shows, and after an initial discussion prompted by Wilhelm Karmann, Segre secretly obtained[5] a Volkswagen Beetle to use as a basis for a prototype[6] — the Type I's were difficult to come by and Gian Paolo, Maoro Boano's son, purchased one in Paris and drove it back to Turin.[7] Ghia customized its platform, designed the initial prototype and in five months constructed the model. Segre secretly presented the model to Wilhelm Karmann one year after the initial discussion — late in 1953, in Paris, at the Societé France Motors factories (Volkswagen's dealership for France and the exclusive European dealer of Ghia-built Chrysler models).[8] When Wilhelm Karmann saw the coupe, Karmann he said, "I'd like to build that!"[9] As the head of Ghia, Segre singularly directed the project through conception and prototyping, delivering a feasible project that Willhelm Karmann both wanted to and could practically build — the project Willhelm Karmann would in turn present to Volkswagen.

The styling of the vehicle, however, integrated work by Segre as well as Mario Boano, Sergio Coggiola and Giovanni Savonuzzi — and at various times they each took credit for the design.[10]
Furthermore, the design bore striking styling similarities to Virgil Exner's Chrysler d'Elegance and K-310 concepts, which Ghia had been tasked with prototyping — and which in turn reflected numerous cues and themes developed previously by Mario Boano.[5] According to Virgil Exner's son, Virgil M. Exner Jr., Giovanni Savonuzzi was tasked with scaling down the full-sized d’Elegance, replacing "the Chrysler’s egg-crate grille with a gentle, boat-like prow.[11] Exner Jr. is further quoted as saying that the Karmann Ghia “was a direct, intentional swipe off the Chrysler d’Elegance. Givanni Savonuzzi was the engineer and designer who downsized the d’Elegance and made the Karmann Ghia out of it. Nobody minded it. It was wonderful.”[7]

The precise styling responsibilities were not well-documented at the time, before the passing of the various designers,[5] further complicated by the overlapping work of the key players. A definitive individual attribution on Karmann Ghia's styling was never made.[5]

Segre and Virgil Exner became close professionally and personally, eventually traveling Europe together.[12] Peter Grist wrote in his 2007 Exner biography that when Exner in 1955 eventually saw the Karmann Ghia, which cribbed heavily from his Chrysler d'Elegance, "he was pleased with the outcome and glad that one of his designs had made it into large-scale production.”[13] Chris Voss, a stylist in Exner's office, reported in 1993, that Exner considered the Karmann Ghia the ultimate form of flattery.[10] Segre in turn sent Exner the first production Karmann Ghia imported into the state of Michigan, in gratitude.[14]

After Volkswagen approved the design in November 1953, the Karmann Ghia debuted (at the 1955 Paris and Frankfurt[11] auto shows and at the Kasino Hotel in Westfalia, Germany, on July 14, 1955)[15] and went into production, first at Ghia[9] and then in Osnabrück — ultimately to reach a production over 445,000, running 19 years virtually unchanged.[3]

The design and prototype were well received by Volkswagen executives, and the Type 14 debuted at the October 1953 Paris Auto Show as a styling concept "by Ghia."[16] In August 1955[3] the first Type 14 was manufactured in Osnabrück, Germany. Public reaction to the Type 14 exceeded expectations, and more than 10,000 were sold in the first year.

In contrast to the Beetle's machine-welded body with bolt-on fenders, the Karmann Ghia's body panels were butt-welded, hand-shaped, and smoothed with English pewter in a time-consuming process commensurate with higher-end manufacturers, resulting in the Karmann Ghia's higher price.

The Type 14 was marketed as a practical and stylish 2+2 rather than as a true sports car. As they shared engines, the Type 14's engine displacement grew concurrently with the Type 1 (Beetle), ultimately arriving at a displacement of 1584 cc, producing 61 PS (45 kW; 60 hp).

Production doubled soon after the Karmann Ghia's introduction,[17] becoming the car most imported into the U.S.[17]

In August 1957, Volkswagen introduced a convertible version of the Karmann Ghia. Exterior changes in 1961 included wider and finned front grilles, taller and more rounded rear taillights and headlights relocated to a higher position – with previous models and their lower headlight placement called lowlights. The Italian designer Sergio Sartorelli,[18] designer of Type 34, oversaw the various restylings of Type 14.

In 1970, larger taillights integrated the reversing lights and larger wrap-around turn signals. Still larger and wider taillights increased side visibility. In 1972, large square-section bumpers replaced the smooth round originals, and tail lights were again enlarged. For the USA model only, 1973 modifications mandated by the National Highway Traffic Safety Administration (NHTSA) included energy-absorbing bumpers. A carpeted package shelf replaced the rear seat.

In September 1961, Volkswagen introduced the VW 1500 Karmann Ghia,[20] or Type 34, based on its new Type 3 platform, featuring Volkswagen's new flat 1500cc engine design, and styling by Italian engineer Sergio Sartorelli.[18] Due to model confusion with the Type 14 1500 introduced in 1967, the Type 34 was known variously as the "Der Große Karmann" ("the big Karmann") in Germany, "Razor Edge Ghia" in the United Kingdom, or "European Ghia" (or "Type 3 Ghia" among enthusiasts) in the United States. Today the name Type 34 is recognized as the worldwide naming convention.[20]

An electrically operated sliding steel sunroof was optional in 1962, the second automobile model in the world to have this option. The styling offered more interior and cargo room than the original Karmann Ghia. It featured an electric clock, three luggage spaces, built-in fog lights, round tail lights, upper and lower dash pads, door pads, and long padded armrests. It was the fastest production VW model of its day.

Until it was replaced by the VW-Porsche 914, it was the most expensive and luxurious passenger car VW manufactured in the 1960s — at the time costing twice as much as a Beetle in many markets. 42,505 (plus 17 prototype convertibles) were manufactured from 1962-1969.[1]

Although the Type 34 was available in most countries, it was not offered officially in the U.S. – VW's largest and most important export market – another reason for its low sales numbers. Many still made their way to the USA (most via Canada), and the USA has the largest number of known Type 34s left in the world (400 of the total 1,500 to 2,000 or so remaining).[21]

Like its Type 14 brother, the Type 34 was styled by the Italian design studio Ghia. There are some similar styling influences, but the Type 14 Ghia looks very different from the Type 34. The chassis is also a major difference between the cars; the Type 14 shares its chassis with a Beetle (though with wider floorpans), whereas the Type 34 body is mounted on the unmodified Type 3 chassis and drive train (the same as in a 1500/1600 Notchback, Variant (Squareback) and Fastback) – all distinguished by the standard 1500 pancake engine that allowed a front and rear boot. The Type 34 is mechanically the same as other Type 3s. All bodywork, interior, glass, bumpers, and most of the lenses are unique to the Type 34.

The Wilhelm Karmann factory assembly line which assembled the Type 34 also produced the VW-Porsche 914 (known as Porsche 914 in the USA), the Type 34's replacement.

As an alternative to the Type 34 Karmann-Ghia coupé, which Volkswagen had introduced to Europe in 1961, Karmann-Ghia do Brasil looked to Ghia in Turin for a reworked version of the Type 14 at the end of the 1960s. At the time Ghia employed Giorgetto Giugiaro, the famous Italian designer and he was set to work on the new Brazilian Karmann Ghia. The result was the Volkswagen Karmann Ghia TC (Touring Coupé), internally known as the Type 145, which began production in 1972 and was produced until 1975.[22]

This was a roomy 2+2 coupe with a modern and comfortable interior. Underneath, it was similar to the Type 14, although the platform of the Volkswagen Variant was used rather than that of the Volkswagen Beetle. The main difference was the engine: the Type 145 TC was fitted with the 1,584 cc flat-four air-cooled boxer unit from the Type 3 instead of the 1,192 cc unit of the Type 14.[23] The car produced 65 hp (48 kW) at 4,600 rpm and had a top speed of 86 mph (138 km/h), compared to the 34 hp (25 kW) and 72 mph (116 km/h) top speed of the Type 14 Karmann Ghia.

18,119 TC models were produced during its production run from 1972 until 1975. It was offered only in South America and was not exported off the continent. There is a prototype that is part of the factory museum collection of Karmann in Osnabrück, Germany.

In 1990, Karmann introduced a Karmann Ghia-inspired concept car – the Karmann Coupe – at the Frankfurt Motor Show,[24] and in April 2013 Karmann Ghia do Brasil launched a competition for Brazilian students to design a modern interpretation of the classic Volkswagen Karmann-Ghia Coupé, possibly leading to the development of a prototype.[25]

^Lee Thomas Hedges. "The Untold Story - VW Karmann Ghia Research & Development". VW Trends Magazine, May 1996. Carrozzeria Ghia was one of Italy’s most prominent auto design firms. The head of Ghia in 1950 was Mario Boano. He was a master craftsman by trade, having worked with coachbuilders in the 1930’s and 40’s, creating wooden automotive models on contract. After merging with the Carrozzeria Ghia design firm in 1946, he began designing some very original forward thinking cars for firms like Alfa Romeo, Lancia, and Fiat. These cars were designed from 1949 to 1952, and all had similar styling components to what would eventually be the VW Karmann Ghia. Gian Paolo Boano, Mario’s son, worked as his assistant from 1950-55 and remembers his father doing design work based on the Beetle chassis during 1950-52. Although his designs were on paper and well detailed his requests for a VW chassis from the VW factory were denied, and no full-size prototypes were ever constructed. "As Carrozzeria Ghia depended on auto design contractors for their livelihood, they were always on the lookout for new clients and new opportunities. In 1951, Luigi Segre was sent to the U.S. to negotiate new business from the American auto makers. He met with the head of Chrysler’s show car division, Virgil Exner. Exner had been an automotive design virtuoso, working for Pontiac in the 1930s and Studebaker in the 1940s, and had joined Chrysler in 1950. He was responsible for transforming the entire Chrysler model line in the early 1950s, from squared engineer-inspired boxes to stylish masterpieces. Due to the high cost and time-consuming process of turning auto designs into actual show car prototypes, Exner hired Ghia to build his Chrysler designs in the 1950’s. "The most interesting of the cars Ghia built for Exner was the 1953 Chrysler D’elegance. This special bodied car began as a collection of sketches and a plaster scaled model, which was sent to Ghia in Italy in late 1952, completed in early 1953, and returned to Chrysler. Remarkably, the side fender treatment and smooth front end design were strikingly similar to the prototype that Ghia was working on for Karmann in 1953. Since Ghia had both prototype projects being built side-by-side, it is plausible that certain liberties were taken and ideas shared in both Chrysler and Karmann sports car prototypes. Carrozzeria Ghia has denied any link between the 1953 VW Karmann Ghia and the 1953 Chrysler D’elegance. One thing is for certain, however, it is one of the most interesting connections in VW history. "When Luigi Segre returned to the Ghia studios in Italy to break the news that Karmann wanted them to design a prototype sports car for Volkswagen, his excitement and anticipation generated from this opportunity was immense. Since Ghia’s owner, Mario Boano, had problems in the past with securing a Beetle chassis from VW, he asked Segre to visit nearby France to get a chassis for this new project. In March 1953, Segre met with the French VW importer, Charles Ladouche, and soon a 1952 Standard Beetle Sedan was ready. Gian Paolo drove to Paris a few weeks later to retrieve the car which was to become the prototype Karmann Ghia Coupe of 1953. Gian Paolo, upon reflection on the secretive project, recalled having problems at the Italian border because he did not have the necessary import papers for this VW. "Now that Ghia had found a chassis, they made the VW sports coupe project their highest priority. With Boano’s styling ideas from the past three years, the entire Ghia staff, and huge expectations of success in their minds, Carrozzeria Ghia completed the first prototype in only five months, by September 1953. There have never been any pre-prototype sketches release to the public by Ghia, another interesting fact considering the Chrysler connection.

^ ab"AUTOMOTIVE DESIGN ORAL HISTORY PROJECT The Reminiscences of Virgil Max Exner, Jr". Automobile in American Life and Society. [Segre] approached [Chrysler] through C.B. Thomas and engineering to Jim Zeder who was the vice-president of engineering to show what they called the Plymouth 500X. And it was shown to my father [Virgil Exner], and, oh, he thought that their workmanship was wonderful, and just unbelievable compared to these parade cars which had been built by the Chrysler shops at an enormous cost -- two hundred/three hundred thousand dollars. At that time, that was a tremendous amount of money, while Ghia was showing this little Plymouth . It wasn't nearly as big, but it was a totally new body built on a standard chassis, but they were quoting prices for show cars to be built from ten to twenty thousand dollars at that time, and the workmanship was excellent. There was a bit of fear on the part of Chrysler that they would be taking work away from union shops to have these cars built in Italy . But, nevertheless, they signed a contract with Segre to go ahead. Chrysler would design a car, and Ghia would build what became the first true show car that my father was responsible for [from] the new design section at Chrysler.